Portable Universal Autonomous Driving System

ABSTRACT

A computerized control or autonomous driving system for automobiles comprises: one or more common electronic communication ports of autonomous driving, or simply communication ports, that are built-in on each of the automobiles; and one or more universal autonomous driving portable controllers, or simply portable controllers, that are to be plugged-in to each of the said automobiles that are equipped with the built-in communication ports. The interfaces of the communication ports and the portable controllers are both standardized such that the portable controllers can be plugged-in to all of the said automobiles universally. The communication ports comprise electronic communication of all relevant electronic control units (ECUs) and feedback information of the automobiles, dedicated for the said portable controllers to communicate with and to control the said automobiles. In addition to the portable controllers, the communication ports comprise a buffer that is designed to execute a short duration of controls to make emergency stops in case of lost connection with the portable controllers due to accidents or other failure conditions. The portable controllers comprise a central control unit (CCU), and a plurality of sensors and processors, and a plurality of data storages, and a plurality of data links, and a Global Positioning System (GPS). The portable controllers have standardized interfaces that match with that of the communication ports. The system approach disclosed herein enables all automobiles to be ready for computerized control or autonomous driving with minimal cost when the communication ports are adapted to the said automobiles. The portable controllers integrate all the hardware and software relevant to computerized control or autonomous driving as standalone devices which can share the components, simplify the systems, reduce parasitic material and components, and most importantly, will be safer when multiple sensors and processors that are based on different physics are grouped together to detect objects and environment conditions. A method of compound sensor clustering, or simply CSC, is introduced herein. The CSC method makes the sensors and processors to self-organize to address real-world driving conditions, as will be described in the Detailed Description section. The portable controllers can be mass-produced as standard consumer electronics at lower cost. The portable controllers can also be more easily updated with the latest technologies since that they are standalone devices, which would be otherwise hard to achieve when the hardware and software are built-in permanently as part of the automobiles. The usage of the system disclosed herein is more efficient, since that the portable controllers can be plugged-in to the automobiles when there are needs for autonomous driving, comparing with current methods of integrating autonomous driving control hardware and software in automobiles permanently, which may not be used for autonomous driving frequently. The system also decouples the liability from automotive manufactures in case of accidents. The portable controllers can be insured by insurance companies independently, much like insuring human drivers.

CROSS REFERENCE

This application claims the benefit of the applicants' prior provisional application, No. 62/589,483, filed on Nov. 21, 2017.

A computerized control or autonomous driving system for automobiles comprises: one or more common electronic communication ports of autonomous driving, or simply communication ports, that are built-in on each of the automobiles; and one or more universal autonomous driving portable controllers, or simply portable controllers, that are to be plugged-in to each of the said automobiles that are equipped with the built-in communication ports. The interfaces of the communication ports and the portable controllers are both standardized such that the portable controllers can be plugged-in to all of the said automobiles universally. The communication ports comprise electronic communication of all relevant electronic control units (ECUs) and feedback information of the automobiles, dedicated for the said portable controllers to communicate with and to control the said automobiles. In addition to the portable controllers, the communication ports comprise a buffer that is designed to execute a short duration of controls to make emergency stops in case of lost connection with the portable controllers due to accidents or other failure conditions. The portable controllers comprise a central control unit (CCU), and a plurality of sensors and processors, and a plurality of data storages, and a plurality of data links, and a Global Positioning System (GPS). The portable controllers have standardized interfaces that match with that of the communication ports. The system approach disclosed herein enables all automobiles to be ready for computerized control or autonomous driving with minimal cost when the communication ports are adapted to the said automobiles. The portable controllers integrate all the hardware and software relevant to computerized control or autonomous driving as standalone devices which can share the components, simplify the systems, reduce parasitic material and components, and most importantly, will be safer when multiple sensors and processors that are based on different physics are grouped together to detect objects and environment conditions. A method of compound sensor clustering, or simply CSC, is introduced herein. The CSC method makes the sensors and processors to self-organize to address real-world driving conditions, as will be described in the Detailed Description section. The portable controllers can be mass-produced as standard consumer electronics at lower cost. The portable controllers can also be more easily updated with the latest technologies since that they are standalone devices, which would be otherwise hard to achieve when the hardware and software are built-in permanently as part of the automobiles. The usage of the system disclosed herein is more efficient, since that the portable controllers can be plugged-in to the automobiles when there are needs for autonomous driving, comparing with current methods of integrating autonomous driving control hardware and software in automobiles permanently, which may not be used for autonomous driving frequently. The system also decouples the liability from automotive manufactures in case of accidents. The portable controllers can be insured by insurance companies independently, much like insuring human drivers.

DESCRIPTION Technical Field

The technology relates to the field of computerized control or autonomous driving of automobiles.

Background

The current technology implementation of autonomous driving is integrating various electronics components and subsystems to automobiles permanently to achieve specific tasks of driver assistances. The current level of autonomous driving technology for mass production is integrating functions of driver assistance, or called advanced driver-assistance systems (ADAS), for specific driving tasks, such as lane-centering, adaptive cruising, collision avoidance . . . etc.

Current approach of autonomous driving technology development divides the technology ownership between the suppliers of components (hardware and software) and the automotive OEMs. Suppliers have in-depth knowledge of components and subsystems. However, they do not have direct knowledge of systems of different models of automobiles, and need to collaborate with automotive OEMs for the system integration. On the other hand, automotive OEMs are lacking of in-depth knowledge of components and subsystems, even though they own the system control integration and physical packaging. Suppliers and OEMs heavily depend on each others.

Current autonomous driving technologies are based on technologies of certain sensors and their processors, together with centralized computer processors with internal algorithms to integrate all the sensed data from the sensors and processors, to reach driving policies to control the automobiles. Such technologies are rapidly changing, and are being superseded, perhaps every year. On the other hand, normal life cycles of automobiles are much longer, around ten to fifteen years. Therefore, autonomous driving systems that are built-in on automobiles permanently could not catch up with the rapid development of autonomous driving technologies, and will become obsolete during the product life cycles of the automobiles.

It will be inefficient to have the autonomous driving systems to be built-in on automobiles permanently, since that only a portion of the automobiles will be used for autonomous-driving purpose, and only in a portion of the automobiles' life cycle. Majority of the customers prefer driving automobiles on their own at most of the time. The autonomous driving function will serve customers with special needs and/or interests, but not all the customers will want to use autonomous driving function at all the time.

The cost of making autonomous driving systems to be part of automobiles is high, since that the components and subsystems need to be custom-made as parts, and be integrated by automotive OEMs into variety of models of automobiles individually. The costs are high for both suppliers and automotive OEMs.

There is an issue of liability. When accidents happen, there will be debate as who would own the liability: the automotive OEMs, or the persons that sit in the driver's seats.

The system design disclosed herein is to address all of the above issues and concerns.

SUMMARY OF THE INVENTION

The embodiment disclosed herein introduces a system that enables the computerized control or autonomous driving capabilities on all automobiles. The said system comprises two parts: one or more common electronic communication ports of autonomous driving, or simply the communication ports, that are to be made as part of the automobiles; and one or more universal autonomous driving portable controllers, or simply the portable controllers, that are to be plugged-in to the automobiles via the said communication ports.

In such system, the portable controllers integrate all the necessary hardware and software dedicated to the computerized control or autonomous driving. Such portable controllers can have much higher degree of integration and sharing of hardware and software since that all the components are commonly located in the portable controllers. Furthermore, the components, particularly the sensors and processors, can be grouped dynamically to detect objects and environment conditions much more effectively and accurately. The method of which, called compound sensor clustering, or CSC, will be described in details. The said portable controllers can also be easily updated and/or upgraded since they are standalone devices.

The cost to make automobiles to be capable of computerized control or autonomous driving by adapting the disclosed system herein will be low, since that most of the current automobiles already have internal electronic communications and controls network. Adding the communication ports disclosed herein would be relatively simple with low cost.

The embodiment of the computerized control or autonomous driving system disclosed herein will make the computerized control or autonomous driving much more efficient, since that the portable controllers can be plugged-in to any of the automobiles that are equipped with the said communication ports when there are needs for autonomous driving, comparing with the current methods of permanently built-in hardware and software which would not be used frequently.

The embodiment of the computerized control or autonomous driving system disclosed herein will drive down the manufacturing cost, since that the portable controllers can be manufactured as integrated consumer electronics in mass production, instead of being custom made as separate loose components and be integrated and packaged into variety of models of automobiles.

The embodiment of the computerized control or autonomous driving system disclosed herein will decouple the liability from automotive OEMs. When accidents happen, it will be an insurance issue with insurance companies that insured the portable controllers. Different consumer electronics manufactures could compete for better safety, more user friendliness, and low cost of their products of portable controllers. Insurance companies can evaluate the performance records of the portable controllers from competing manufactures to set their insurance rates accordingly, much like insuring individual human drivers based on their driving records.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which constitute as part of this specification, demonstrate embodiments as described herein.

FIG. 1 shows the design of the Common Electronic Communication Port of Autonomous Driving (100), and its relation to the Universal Autonomous Driving Portable Controller (200).

FIG. 2 shows the design of the Universal Autonomous Driving Portable Controller (200), and its relation to the Common Electronic Communication Port of Autonomous Driving (100).

DETAILED DESCRIPTIONS

The embodiment disclosed herein relate to computerized control or autonomous driving of automobiles at various locations, comprising: one or more apparatuses that are built-in on each of the plurality of automobiles to serve as the common electronic communication ports of autonomous driving (100 in FIG. 1), or simply the communication ports; and one or more apparatuses that serve as the universal autonomous driving portable controllers (200 in FIG. 2), or simply the portable controllers, that can be plugged-in to the said plurality of the automobiles via the communication ports (100 in FIG. 1) to accomplish the computerized control or autonomous driving. The embodiment may take the forms of hardware, and/or software, and/or the combinations thereof.

FIG. 1 discloses the design of the common electronic communication port of autonomous driving (100 in FIG. 1), or simply the communication port. The embodiment of the design disclosed herein comprises functions of electronic communications between the automobiles on which they are built in, and the portable controllers (200 in FIG. 1), to implement the computerized control or autonomous driving for the said automobiles. The said design of the communication port comprises, but not limited to: reliable high speed control area network systems, such as, but not limited to, CAN Bus, which are for the primary driving control parameters, or electronic control units (ECUs), such as, but not limited to: steering, braking, and acceleration (101 . . . in FIG. 1); and control area network systems for the secondary driving control parameters, or electronic control units (ECUs), such as, but not limited to: turn signals, brake lights, emergency lights, head and tail lamps, fog lamps, windshield wipers, defrosters, defogs, window regulators, door locks etc. (111 . . . in FIG. 1); and control area network systems for feedback parameters such as, but not limited to: velocity, acceleration, ABS activation, airbag deployment etc . . . (121 . . . in FIG. 1) ; and control area network systems for status parameters, such as, but not limited to: fuel level, battery charge, tire pressure, engine oil level, coolant temperature, windshield washer level etc (131 . . . in FIG. 1); and an apparatus of buffer memory controller (BMC 140 in FIG. 1) which provides emergency control to make emergency stops for the automobiles in the event of loss connection with the portable controller (200 in FIG. 1) due to accidents or other failure conduction; and electronic connection to the portable controller (200 in FIG. 1), which can take various methods (151 . . . in FIG. 1) such as, but not limited to: wired connection, and/or wireless connection, and/or combinations of wired and wireless connections thereof; and structural support for the portable controller (200 in FIG. 1) which can be in various of locations (171 . . . in FIG. 1) and take various of forms of anchorages (181 . . . in FIG. 1); and a mounting fixture (160 in FIG. 1) to support the user interface (260 in FIG. 1) which performs the function to take the drivers' instructions to the portable controllers (200 in FIG. 1) and to inform the drivers the feedback information from the portable controllers (200 in FIG. 1). The mounting fixture location (160 in FIG. 1) for the user interface (260 in FIG. 1) should be within the reach of the drivers in the automobiles, and within the sight of the drivers in the automobiles, and within the hearing range of the drivers in the automobiles, and within the range of the microphones on the user interface (260 in FIG. 1) to pick up the voice of the drivers.

The embodiment of the buffer memory controller apparatus (BMC 140 in FIG. 1) disclosed herein comprises a buffer memory, and a control processor, and any other associated hardware and software. The buffer memory stores control commands dedicated for emergency stops. The control commands are generated by the portable controller (200 in FIG. 1). The memory is being streamed constantly to keep up with the instantaneous road conditions. The BMC control processor executes the memorized commands only in emergency condition of loss connection with the portable controller due to accidents or other failure conditions. Such condition is to be determined by the built-in algorithms in the BMC (140 in FIG. 1). The said commands are for emergency operation in a short duration that is sufficient to stop the automobiles safely. The duration of the operation of the BMC may be measured in seconds that are needed to stop the automobiles. The actual duration will be calibrated based on the characteristics of the automobiles that the communication ports (100 in FIG. 1) are built-in, depending on their mass, dimension, dynamic characteristics, tire characteristics, and ABS characteristics etc. The BMC is to be constantly updated with the spontaneous emergency driving instructions, generated by the portable controller (200 in FIG. 1). The inclusion of the design of the BMC is a safety backup, and is not activated normally, unless lost connection with the portable controller due to accidents or in other failure conditions, and that the drivers of the automobiles could not take over driving or become incapacitated. The design of the BMC is a fail-safe feature for additional safety of the computerized control or autonomous driving system disclosed herein.

The embodiment of the design of the electronic connection (151 . . . in FIG. 1) disclosed herein comprise various forms, such as, but not limited to: wired connections with multiple-pins connectors, and/or wireless connection by means of Wifi and/or Bluetooth, and/or other wireless transmission methods, and/or combinations of wired multi-pins connectors with wireless transmissions thereof. The implementation of the electronic connection methods shall be based on the prioritization of the criticality of the communication parameters, in relation to the reliability, cost, and manufacturability of the connection methods. They can be wired, wireless, or combinations of wired and wireless.

The embodiment of the design of the locations of the interface between the communication ports (100 in FIG. 1) and the portable controllers (200 in FIG. 1) disclosed herein can be at various locations (171 . . . in FIG. 1) which can be, but not limited to: at the front end of the automobiles, or on the top of the automobiles, or on both sides of the automobiles, or split into two or more locations, or the combination of the above locations thereof.

The embodiment of the design of the communication ports (100 in FIG. 1) and the portable controllers (200 in FIG. 1) disclosed herein comprise fitting that anchor the portable controllers (200 in FIG. 1) on to the communication ports (100 in FIG. 1) with structural anchorage support. The structural anchorage support can take various of forms (181 . . . in FIG. 1) such as, but not limited to: one or more fasteners, include latches or locks, for the portable controllers (200 in FIG. 1) to be anchored on to the automobiles; and/or smooth surfaces for suction cups that the portable controllers (200 in FIG. 1) can be anchored on to the automobiles; and/or electrically magnetized surfaces for powered magnetic anchorages that the portable controller (200 in FIG. 1) can be anchored on to the automobiles; and/or combinations of the above said methods thereof.

There could be variety of ways to partition the portable controllers (200 in FIG. 1). The portable controllers could be single unit or be divided to multiple units mounted on various of locations of automobiles. Correspondingly, the communication ports would adapt the same partitioning. The physical connections between the communication ports and the potable controllers include combinations of electronic connections (151 . . . in FIG. 1), the interface locations (171 . . . in FIG. 1) and the fittings (181 . . . in FIG. 1). There can be variety of ways to accomplish the connections. Following examples demonstrate some of the unique applications:

Example 1

A single unit of a portable controller that is placed on roof top of an automobile (171 . . . in FIG. 1), with wired or wireless connection (151 . . . in FIG. 1), and be anchored by any of the fittings described (181 . . . in FIG. 1). The approximate location, the connection methods, and the fittings should be standardized such that potable controllers can be interchangeable from automobiles to automobiles.

Example 2

A set of twin portable controllers are placed at the locations of OSRV (outside rear view mirrors), which can be anchored by latches/fasteners or electrically powered magnets. In such application, the twin portable controllers would also substitute the OSRV functions, by displaying rear view with LED screens or equivalent, instead of using optical mirrors. The rear view information should be available as part of the portable controllers features which have rear view cameras. This would make digital OSRVs. The digital OSRVs have advantages over the traditional optical OSRVs, since the angle of view can be adjusted electronically. Additionally, the view could also be zoomed or be wide-angled digitally, better than the current optical OSRVs. The digital OSRVs can have other functions that optical OSRV does not. Such function would include warning of passing vehicles in blind zones by flashing the LED displays; dimming down or lighting up the LED display according to ambient brightness/darkness etc. Such design of digital OSRV will eliminate the movable optical mirrors and motorized angle adjust mechanisms in conventional OSRVs. In such application, the communication ports would be at the location of OSRV (171 . . . in FIG. 1) with wired pin connections (151 . . . in FIG. 1). Latches or powered magnets may be used to anchor the twin portable controllers (181 . . . in FIG. 1). In such approach, the base OSRVs may also be made digital as disclosed, with own digital cameras and LED displays. The base digital OSRVs could share the same wired pin connectors, or the communication ports, as that for the twin portable controllers, make it easier to swap between the two. The connectors and the anchorages should be standardized across the automotive industries such that the twin portable controllers are interchangeable from automobiles to automobiles.

Example 3

A set of quadruple portable controllers are inserted to the front and rear fascias. The four communication ports are to be located approximately at four outer corners of automobiles. In this application, wire harness is to be used for wired pin-connection (151 . . . in FIG. 1). Fasteners or latches can be used to anchor the four portable controllers (181 . . . in FIG. 1). The inserts should be standardized across the automotive industries in terms of geometry, dimension, and anchorage, such that the inserted four portable controllers are interchangeable from automobiles to automobiles. Furthermore, the quadruple portable controllers could be integrated with the front/rear lamps as part of assemblies (POAs). They may share the common connectors and anchorages with conventional front/rear lamps so that they can be interchangeable. However, since the styling of front/rear lamps varies from models to models of automobiles, such quadruple POAs with dual functions of portable controllers and lamps may need to be custom outfitted for their external geometries even though the core internal technologies of hardware and software for computerized control or autonomous driving are common.

The embodiment of the design of the mounting fixture (160 in FIG. 1) for the user interface (260 in FIG. 1) disclosed herein shall be standardized, so that they can be interchangeable across automotive industries. The fixture can comprise wired connection for the user interface (260 in FIG.1), or leave it as a wireless anchorage, depend on the standardization of the user interface (260 in FIG. 1), which could be wired, or wireless, or both wired and wireless capable. The appearance style of the mounting fixture (160 in FIG. 1) can vary so that they can be made to adapt to various design styles of the interior of certain models of automobiles. The location of the mounting fixture shall be in the interior of the automobiles, and within the reach of the drivers in the automobiles, and within the sight of the drivers in the automobiles, and within the hearing range of the drivers in the automobiles, and within the range of the microphone on the user interface (260 in FIG. 1) to pick up the voice of the drivers so that the drivers can operate the portable controllers (200 in FIG. 1) via the user interface (260 in FIG. 1). Alternatively, the function of the user interface may be integrated into the center consoles or instrument panels of automobiles. In such design the user interface (260 in FIG. 1) will be part of the communication port (100 in FIG. 1) built-in to the automobiles.

The embodiment of the design of the communication port (100 in FIG. 1) disclosed herein enable the automobiles to be ready for computerized control or autonomous driving, without installing hardware and software dedicated for the computerized control or autonomous driving permanently. The function of computerized control or autonomous driving is enabled, when the portable controllers (200 in FIG. 1) are attached to the automobiles via the communication ports (100 in FIG. 1). The disclosed design herein reduces the cost of computerized control or autonomous driving by not having the hardware and software to be permanently installed on the automobiles. The disclosed design herein improves the efficiency of computerized control or autonomous driving by allowing drivers to plug-in the portable controllers (200 in FIG. 1) when there are needs for autonomous driving.

The embodiment of the design of the communication ports (100 in FIG. 1) disclosed herein is to be standardized across automotive manufacturing industries, such that the portable controllers (200 in FIG. 1), would also be standardized for their electronic connection methods, mounting locations, and structural fittings accordingly. Therefore, the portable controllers (200 in FIG. 1) with standardized electronic connection methods and structural fittings can be readily interchanged from automobiles to automobiles that are equipped with the common communication ports. Such standardization may be implemented through SAE, and/or its international equivalents.

FIG. 2 discloses the design of the universal autonomous driving portable controllers, or simply, the portable controllers (200 in FIG. 2). The embodiment of the design disclosed herein comprises, but not limited to: a plurality of sensors (201 . . . in FIG. 2); and a plurality of processors (211 . . . in FIG. 2); and a plurality of local memory storages (221 . . . in FIG. 2); and a central control unit (CCU 230 in FIG. 2); and a plurality of communication links (241 . . . in FIG. 2) to send and/or receive data; and a global positioning system (GPS) (250 in FIG. 2); and a user interface (260 in FIG. 2) for the drivers to interact with the portable controllers (200 in FIG. 2). The design of the portable controllers (200 in FIG. 2) also comprises the common connection methods, the partitioning of the portable controllers and their mounting locations, and structural fittings that match with that of the communication ports (100 in FIG. 1), which are to be standardized.

The embodiment of the design of the sensors (201 . . . in FIG. 2) in the portable controllers (200 in FIG. 2) disclosed herein shall comprise any sensors that can detect information for the purpose of computerized control or autonomous. It shall not be limited to object and/or image sensors that are used in the current development of autonomous driving. Such sensors comprise, but not limited to: one or more digital color cameras; and one or more light detection and ranging sensors (LIDARs); and one or more ultrasonic sensors; and one or more radio detection and ranging sensors (RADARs); and one or more thermal imaging cameras and/or passive infrared sensors; and one or more motion sensors (accelerometers in three dimensions); and one or more gyroscopes; and one or more physical-chemical sensors to detect the environment such as air content; and one or more sound sensors (microphones) with processors that can differentiate human voice and/or warning device sound such a siren against background noises; and one or more water sensors detecting rain and intensity; and one or more temperature sensors detecting temperature at the vicinity of the automobiles; and so on . . . . The definition of sensors herein is broad, which shall include any sensors that can detect information relevant to driving conditions which could be analyzed and be integrated into the autonomous driving control policies in the portable controller (200 in FIG. 2).

The embodiment of the design of processors (211 . . . in FIG. 2) in the portable controller (200 in FIG. 2) disclosed herein comprises, but not limited to: one or more processors for the digital color cameras that has built-in pattern reorganization algorithms differentiating images of road signs, and/or automobiles, and/or pedestrians, and/or buildings, and/or trees, etc . . . ; and one or more processors for the light detection and ranging sensors (LIDARs), that have built-in algorithms differentiating stationary objects versus moving objects, in addition to their dimensions and distances, and could recognize categories of objects such as pedestrians, and/or automobiles, and/or buildings, and/or trees, etc . . . ; and one or more processors for the ultrasonic sensors, that have built-in algorithms differentiating stationary objects versus moving objects in near distances; and one or more processors for the radio detection and ranging sensors (RADARs) that have built-in algorithms differentiating stationary objects versus moving objects in addition to distances, rough dimensions and general category of material characteristic; and one or more processors for the thermal imaging cameras and/or passive infrared sensors, that have built-in algorithms differentiating sources of heat signatures such as pedestrians, and/or pets, and/or automobiles (ICE or battery powered), and/or fire, etc . . . ; and one or more processors for the motion sensors (accelerometers in three dimensions) that have built-in algorithms differentiating characteristics of the detected vibration and acceleration such as rough road input, and/or washboard road surfaces, and/or hitting potholes, and/or minor impacts, and/or acceleration in three dimensions, etc . . . ; and one or more processors for the gyroscopes with built-in algorithms differentiating direction of the inclinations such as roll, and/or yaw, and/or dive etc . . . ; and one or more processors for each of the physical-chemical sensors with built-in algorithms differentiating air content such as, smoke, and/or air pollution (e.g. PM 2.5 level), and/or humidity, and/or oxygen content (in case of high altitude driving) etc . . . ; and one or more processors for the sound sensors (microphones) that have built in algorithms differentiating sound characteristics and interpreting their meanings, such as human languages (voice recognition) and/or police sirens; and one or more processors for the water sensors that have built-in algorithms differentiating the intensities of rain; and one or more processors for the temperature sensors that have built-in algorithms to determine the potential impact of certain temperature ranges that may affect driving controls such as snow and ice rain conditions, etc. . . . The processors disclosed herein shall include any processors that are used in conjunction with all the sensors described previously for the purposes of computerized control or autonomous driving system disclosed herein. The said processors comprise own built-in algorithms dedicated to interpreting information relevant to the sensors that they are associated with. Such interpretation methods could involve pattern recognition, voice recognition, and other algorithms and/or artificial intelligence methods. The said processors also have built-in algorithms to interact with each others to collectively identify the driving environment conditions, as will be disclosed in details.

The embodiment of the design of the processors (211 . . . in FIG. 2) in the portable controller (200 in FIG. 2) disclosed herein are integrated, taking the advantage of that the portable controller is stand alone from the automobiles, and that all the processors are commonly located in the portable controller. The sensors are to be integrated with the processors, and can be built on one or more common substrates and/or integrated circuit boards based on their functions, manufacturability, and cost etc. Such integration of sensors (201 . . . in FIG. 2) and processors (211 . . . in FIG. 2) largely simplified the design which would otherwise be complicated when the sensors and the processors are scattered in various parts of the automobiles.

The embodiment of the design of the processors (211 . . . in FIG. 2) disclosed herein comprise built-in algorithms to cross-check with each others, or to query each others. The queries are triggered when certain criteria are met for each of the sensors/processors. The queried and triggering criteria are pre-programmed into the processors. The queries are for several sensors to work together to identify and confirm certain driving environment conditions. The criteria are to trigger the queries when certain sensor/processor detect is sensing information that reach the preset thresholds. One processor of a sensor may query one or more sensors/proceoosrs for relevant information. As a simple example, a processor for temperature sensor may query processor of rain sensor for a potential freezing rain road condition, if the temperature sensor senses a near freezing temperature. If the rain sensor/processor detects a rain condition simultaneously, such combined information will be forwarded to CCU which can make driving policies specifically for the freezing rain driving condition. Another simple example would be for pedestrian protection. When thermal imaging cameras or passive infrared sensors detect infrared signatures that are likely from human, its processor may query other processors of object detection sensors, such as RADARs and ultrasonic sensors, for existence of any physical objects. If the object detection is confirmed along with the infrared signatures, the information can be forwarded to the CCU which can make driving policies to avoid collision with pedestrians. Emergency braking or evasive maneuvering may be executed if an ultrasonic sensor/processor confirms the object with the infrared signature is at a near distance from the automobile. Such cross-checking capability can be accomplished in high-speed since the processors are shared and built on common substrates and/or integrated circuit boards in the disclosed portable controller (200 in FIG. 2). In such method, the sensors/processors are grouped together dynamically when they are cross-checking for relevant information. A new method of the design, named Compound Sensor Clustering, or simply CSC (201 . . . ; 211 . . . in FIG. 2), is introduced herein, for such integrated applications of sensors and processors. The design of the CSC disclosed herein comprises sensors and processors that communicate with each others to validate sensed information for certain driving conditions. The grouping of the sensors and processors in the CSC is based on specific identifying certain driving conditions, and the grouping is dynamic. The definition of sensors herein can be broader. The feedback information from automobiles, such as ABS activation, traction control (TCL), airbag deployment, speed . . . etc can all be included as broad meaning of sensors. The CSC communicates to the CCU (230 in FIG. 2) with the verified information which is categorized and standardized for various driving conditions. The CSC produces data that is simplified for the CCU to process. In such application the CCU will receive categorized data from the CSC, thus, minimize the computational burden in the CCU, which would otherwise need to receive, and to integrate, and to analyze data from all the sensors and the processors individually, which can be cumbersome and/or difficult. In another word, the sensors/processors are self-organizing as CSCs dynamically and forward verified driving conditions to CCU for autonomous driving controls.

The embodiment of the design of the compound sensor clustering, or the CSC (201 . . . ; 211 . . . in FIG. 2), disclosed herein makes clusters of sensors and processors function collectively as groups, and such grouping is dynamic, depending on the category of driving conditions. It is similar to human response to nature. When eras hear sound, eyes will subconsciously look into the direction where the sound comes from, before engage brain conscious thinking. In such analogy, ears and eyes are working together like a CSC. Such clustering features are to be programmed into the processors as spontaneous reaction to cross check information with other relevant sensors/processors, much like human sense and reflex.

In the real-world driving there are unlimited varieties of driving situations. However, the varieties of situations may be categorized to a few categories for the purpose of developing criteria for the sensors/processors to form CSC. Commonly encountered categories may include, but not limited to: object detection and verification; road sign and image detection and interpretation; environment condition detection and adaptation; interaction with automobiles etc . . . The application of CSC for each of the categories may be illustrated by the following examples.

The application of compound sensor clustering (CSC) for object detection and verifications can be illustrated by the following example:

-   -   Current approach of object detection uses LIDARs and/or cameras.         The working mechanism of LIDAR is based on the physics of LASER         beam transmission while the camera is based on optical light         transmission. While both digital devices can be accurate within         their defined physical means, there can be errors when the         detected information is processed. For instance, a sufficiently         large light-colored object could be miss-interpreted as empty         space by cameras, or pedestrians may not be recognized as live         human being by LIDARs. The is a possibility of misidentifying         objects, which can cause serious accidents.     -   The above shortcomings could be supplemented by other less         sophisticated sensors that are based on different physics, such         as RADARs, ultrasonic echos, infrared sensors . . . etc. RADAR         is based on different frequency of electro-magnetic wave         transmission, and ultrasonic sensor is based on sound wave         transmission, and thermal imaging camera or passive infrared         sensor is sensing heat differentiation. They can be used to         detect information that LIDARs and cameras could not detect, or         could do not interpret correctly. When multiple sensors with         different physics are used, there is little chance for all the         sensors/processors with different physics of sensing to miss or         to miss-identify objects all together. The technologies of         RADARs, ultrasonic sensors, and thermal imaging camera or         infrared sensors are mature and their cost is low, comparing         with LIDARs and cameras. It is relatively simple to integrate         them into the portable controller (200 in FIG. 2) disclosed         herein.     -   The thermal imaging cameras or passive infrared sensors could be         particularly important for pedestrians protection, since they         could identify pedestrians by their heat signatures, which is an         additional safety assurance to make sure the detection of         pedestrians, in case that the pattern recognition identification         features associated with cameras and/or LIDARs missed or         miss-identified the pedestrians.     -   The ultrasonic sensors could also be particularly valuable in         this case, when it is clustered with the thermal imaging cameras         or passive infrared sensors as CSC. For instance, when human         infrared signatures are detected by thermal imaging cameras or         passive infrared sensors, they may simultaneously query the         ultrasonic sensors for the distance of the potential         pedestrians. If the distance is so short, the CSC may send the         information to CCU (230 in FIG. 2) which could execute an         emergency braking or evasive maneuvering to prevent potential         collision with pedestrians. Such action may be taken quickly,         without waiting for query results from LIDARs, cameras, or         RADARs, to put the pedestrians protection be the overriding         priority in the autonomous driving control algorithm.     -   In such collective verifications between sensors and processors,         the cameras and/or the LIDARs can still be the base instrument         to detect precision locations and dimensions of objects along         with road profiles and lane marks, which can be used by CCU for         autonomous driving controls. The verification from other         sensors/processors is additional assurances for safety,         particularly for object detections and verifications. The         RADARs, ultrasonic, thermal imaging cameras or passive infrared         sensors can query cameras and/or LIDARs for objects as they have         detected. If LIDARs and/or cameras did not catch the objects         that RADAR, ultrasonic sensors, and thermal imaging cameras or         infrared sensors did, then a potential hazardous condition is         alerted to the CCU, which can take various action, depend on the         distance of the objects, be it slow down, emergency stop, or         evasive maneuvering. On the other hand, if the detection by         cameras and/or LIDARS is consistent with that from RADARs,         ultrasonic sensors, thermal imaging cameras or passive infrared         sensors, then the queries have benign results. The CCU can         continue the autonomous driving control based on input from         cameras and/or LIDARs.     -   The sensors and processors could query each others and reiterate         their detection in high speed. Such high speed reiteration is         made possible, taking the advantage of the disclosed design of         portable controller (200 in FIG. 2), which collocate all the         sensors and associated processors on common substrates and/or         integrated circuit boards. Most of the queries may reach benign         results that need not affect CCU. Such iterations of queries are         within the sensors/processors, without burdening the computation         capacity of the CCU. The CCU can continue its autonomous driving         control based on input from cameras and/or LIDARs. When         mismatches are found and confirmed, the CCU will receive         confirmed warning of potential missing or misidentification of         objects by cameras and LIDARs. Consequently, the CCU could         command to slow down or to stop the automobiles, and alert         drivers to take over driving with human judgment.     -   Such combined usage of sensors and processors will increase the         reliability of the detection of pedestrians and improve the         safety. Further, the combined usage of sensors and processors,         or named as CSC herein, will collectively output simplified         categories of data to CCU, in this case, precision and reliable         detection of objects, thus, reduce the computational demand for         the CCU, which would otherwise, need to receive and to integrate         the information from individual sensors, which can be cumbersome         and/or difficult. The CCU stays at a higher hierarchy and         intervene only when receive results that need it to take action,         while the CSCs are crosschecking among each others at         sensors/processors level.     -   The example disclosed herein, is intended to demonstrate such         applications, therefore, should not limit such applications to         the said example.

The application of compound sensor clustering (CSC) for road sign and image detection and interpretation can be illustrated by the following example:

-   -   In the current autonomous driving control, cameras and         associated processors are used to detect road signs, and to         interpret the meaning of them, such as traffic lights, and/or         speed limit signs, and/or stop/yield signs, and/or exit signs,         and/or construction slowdown caution signs, and/or temporary         detour signs, etc . . . with application of pattern recognition         and/or artificial intelligence (AI) that are programmed into the         processors associated with or integrated with the cameras. The         LIDARs can be used to quantify the location and distance of the         road signs in three dimensional spaces. However, there can be         errors in the real-world application. The signs could be         obscured by dust; and/or by leafs; and/or by snow; and/or by ice         etc . . . for which cameras could miss or misidentify them.     -   In the above application, RADARs and ultrasonic sensors can be         used to detect road signs based on the echo from the shape and         material of the road signs. The detection by RADARs and/or         ultrasonic sensors can be used to query the cameras as an         assurance of not to miss or misidentify any objects that could         be road signs. The information on the road signs can still be         interpreted by cameras and associated processor that has         built-in pattern recognition capabilities. If the RADARs and/or         ultrasonic sensors detect objects that may be road signs, while         cameras do not, the CSC could forward a warning to CCU, which         could alert the drivers to take over driving based on human         judgments if there are road signs and what they mean.     -   Such combined usage of sensors and processors can increase the         reliability of the detection of road signs. In this case, the         RADARs and ultrasonic sensors can query the cameras to form a         CSC when they detect objects that are potential road signs. In         most cases the detection should be consistent and the queries         should reach benign results, which do not require the CCU to         take special action. The CSCs are additional assurance to make         sure the detection of road signs under abnormal conditions, in         which the road signs may be obscured.     -   The example disclosed herein, is intended to demonstrate such         applications, therefore, should not limit such applications to         the said example.

The application of compound sensor clustering (CSC) for environment condition detection and adaptation can be illustrated by the following examples:

-   -   1) Temperature sensors and water sensors can be used jointly to         determine if there is a freezing rain condition, if the         temperature sensors detect a temperature in the vicinity of         freezing while the water sensors detect certain level of rain.         The query can be started by the temperature sensor/processors.         The query can include cameras, which can capture images of rain         and/or snow, with the assistance of pattern recognition that is         programmed in the associated processors. If an ice rain         condition is confirmed by the query, then the CSC provides the         categorized environment condition information data, in this         case, a freezing rain condition, to the CCU, which can control         the speed of the automobiles according to the weather condition.         If there is no rain while the temperature is near freezing, then         result from this query is benign, and that the CCU can continue         its normal autonomous driving control based on input from         cameras and/or LIDARs.     -   2) One of the physical-chemical sensors, such as a smoke         detector, may detect a potential burning condition by sampling         air content. The information can be used to query the thermal         imaging cameras or passive infrared sensors to determine if         there is a fire condition in the vicinity, such as burning of         bush, tree, or even vehicles. If there is not, then there is a         potential that the automobile being driven may have a fire         hazardous. Based on the cross-checking results of the CSC, the         CCU can control the automobile to change lanes to keep distance         from the fire condition, or to stop the automobile if the CSC         determined that there is a potential fire hazardous on the         automobile. In such case, when smoke detector detects a burning         condition, the results will not be benign. Either there is a         burning condition in the vicinity such that the automobile         should be controlled to stay away from the fire condition, or to         stop the automobile which may have a potential fire hazardous on         itself.     -   3) Sound sensors (microphones) could detect sirens from fire         engines and/or police cars, and/or voice instruction from         police, via voice recognition that is programmed in the         processors associated or integrated with the sound sensors. Such         information could be used to query the cameras, which could         recognize the fire engines and/or police cars, via pattern         recognition that is programmed in the processors for cameras. As         the result, the CSC can provide the categorized environment         condition information data, in this case, law enforcement         authorities, to the CCU, which can alert the drivers to take         over the driving, and/or to control the automobiles to yield or         to stop accordingly.     -   The examples disclosed herein, are intended to demonstrate such         applications, therefore, should not limit such applications to         the said examples.

The application of compound sensor clustering (CSC) for interaction with the automobiles can be illustrated by the following examples:

-   -   1) When automobiles are driven on curved roads, such as highway         ramps, the speed and steering angle need to be balanced to         prevent rollover accidents. Gyroscopes can detect the         inclination angles needed to balance against the combined         gravity and centrifugal forces. Motion sensors (accelerometers)         can be used to sense any excessive lateral acceleration that may         cause rollover accidents. Further, when such inclination angles         and lateral acceleration are detected, the CSC could query the         cameras and/or LIDARs for the upcoming road curvatures. As the         result, the CSC can provide the categorized information of         interaction with automobiles, in this case, lateral stability,         to the CCU, which then determines appropriate speed in relation         to steering angle for the automobiles to drive towards the         upcoming curved roads while maintaining lateral stability to         avoid rollover accidents.     -   2) Motion sensors (accelerometers) may detect excessive         vibration input that may come from rough road surfaces. Such         information may be used to query the cameras with built-in         capability of pattern recognition to recognize road surfaces, to         determine if there is rough road surfaces ahead, and/or if there         is alternative smoother road surfaces in the adjacent lanes. As         the result, the CSC can provide the categorized information of         interaction with the automobiles, in this case, rough road         surfaces, to the CCU, which then determines appropriate speed to         avoid excessive vibration, or to change lanes to smoother road         surfaces if any.     -   3) In case of ABS activation feedback when the CCU (230 in         FIG. 2) applies braking, such feedback can be used as a sensor         information to query the water sensors and temperature sensors         to determine if freezing rain and/or icy road conditions. It         could further query cameras with pattern recognition         capabilities, to differentiate if icy road surfaces or lose         gravel patches. As the result, the CSC can provide the         categorized information of interaction with automobiles, in this         case, low coefficient of friction road surfaces, to the CCU,         which then determine appropriate driving policy, be it continue         to brake if icy road surfaces, or to maneuver to avoid gravel         patches etc.     -   4) In case of determining drivers' attention while on autonomous         driving mode, the information detected by cameras and other         sensors may be used to query the drivers for their attention to         the driving condition. The CCU (230 in FIG. 2) can send voice         questions periodically, through the user interface (260 in FIG.         2), and check if the voice response from the drivers are correct         or not, by using voice recognition technology and artificial         intelligence. Such query questions could be composed based on         the images from the cameras, and/or information from other         sensors. Such questions could be, but not limited to: “What is         the color of the vehicle in front of you?” and/or, “What is the         current road speed limit?”, and/or “Is it raining?” and/or, “Are         there pedestrians in front of you?” . . . If the responses from         the drivers are incorrect, or the drivers failed to respond,         then it may be determined that the drivers are not attending the         driving condition. Consequently, the CCU could alert the drivers         with warning sound, images, and/or vibration, etc. through the         user interface (260 in FIG. 2); and/or stop the automobiles. In         such cases, the sensors/processors are querying the human         drivers to form a unique form of CSC. Such usage of sensors and         processors for the interaction with the drivers can enhance the         safety.     -   The examples disclosed herein, are intended to demonstrate such         applications, therefore, should not limit such applications to         the said examples.

As seen in the above examples, each of the sensors/processors can have a set of criteria to query other sensors/processors for information relevant to particular driving conditions. The queried sensors/processors, include the initial sensor/processor, are forming a cluster to verify and confirm the particular driving conditions. A query can involve as little as only two sensors/processors. It can also involve more than two sensors/processors, depend on the nature of the driving conditions. A query can involve multiple sensors/processors in a parallel process. A query can also involve multiple sensors/processors in a sequential process. Additionally, a sensor/processor can initiate multiple queries for multiple driving conditions. Further, sensors/processors are working independently, they could initiate multiple queries simultaneously for detection and confirmation of various of driving conditions.

Each sensor/processor can have a set of criteria to query other sensors/processors to identify certain driving conditions. A query is trigged when a sensor/processor detects information that meet a threshold criterion for certain driving condition, such as in the case when temperature sensor/processor detects a near freezing temperature, or in the case when thermal imaging cameras or passive infrared sensors detect human heat signatures. The reason to query other sensors/processors is that almost all of the real-world driving conditions can only be determined when multiple sensors/processors are used. As seen in the examples before, icy rain condition can be determined by water and temperature sensors; and pedestrians can be confirmed by thermal imaging cameras or passive infrared sensors in additional to object sensors like RADARs or ultrasonic sensors; and lateral stabilities are determined by inclination angle, lateral acceleration, steering angle, and speed etc . . .

The criteria of sensor/processor “A” can be expressed as A₁, A₂, A₃ . . . ; while sensors “B”, “C”, and “D” can have their criteria of B₁, B₂, B₃ . . . , C₁, C₂ C₃ . . . , and D₁, D₂ D₃ . . . , so on and so forth. Each sensor/processor will be programmed to have at least one criterion, although it could have more. For example, a temperature sensor/processor could have multiple criteria, alerting extremely cold, near freezing, and high temperature conditions. Each criterion will be associated with at least one query to address specific driving condition. Each query could cross check with another single sensor/processor or multiple of sensors/processors for a specific driving condition. The query could also be sequential, such that when B is queried by A, it can joint with sensor A to query sensor C, depend on the nature of the driving condition involved. Each sensor/processor can have multiple criteria to initiate multiple queries for varieties of driving conditions. The query process essentially self-organize sensors/processors to clusters to address specific driving conditions dynamically. The method is named herein as Compound Sensors Clustering, or CSC (201 . . . ; 211 . . . in FIG. 2). The key of the CSC process is to define all the queries and their triggering criteria appropriately.

When more sensors/processors are employed, as intended in the disclosed portable universal autonomous driving system herein, the possible combinations of the CSCs can mutate to very large multiple dimensional matrixes, which can eventually cover all the real-world driving situations. Each element of a possible CSC may be expressed as CSC_((a,b,c,d, . . . )n), where “a,b,c,d . . . ” denotes the sensors/processors involved in the CSC, and “n” is the total number of sensors/processors in the system. The possible combinations of the queries can form “n” dimensional matrices, in which each dimension can have the number of elements equal to the number of queries defined. The matrices will not be fully populated, i.e., not all the sensors/processors will be queried at all the time. However, even a sparsely populated “n” dimensional matrices can have a large number of components CSC_((a,b,c,d, . . . )n), which could address all the real-world driving conditions.

As an example, ten sensors could form ten-dimensional matrices of CSCs. If each sensor has criteria to query only a few other sensors, it could mutate to thousands of elements of CSC_((a,b,c,d, . . . )n). The portable universal autonomous driving system disclosed herein in may very well involve approximately twenty sensors/processors, which can mutate to hundreds of thousands of elements of CSC_((a,b,c,d, . . . )n) that can cover all the real-world driving conditions that human drivers could possibly encounter in the real-world driving, provided that the content of queries and their associated triggering criteria are pre-programmed appropriately.

Each of the sensors/processors is working independently. The queries are only trigged when a sensor/processor has detected information that meet the threshold of its criterion. The sensors/processors are self-organizing based on their query criteria to form CSCs dynamically. When the criteria are set to reflect the real-world driving condition judgments, the sensors/processors will be self-organizing to varieties of CSCs that can cover all the real-world driving conditions. It may be noted that there could be multiple queries at any given time, since that the sensors/processors are working independently. This is the reason that the CSC approach can mutate to very large matrices of elements, or CSC_((a,b,c,d, . . . )n), which can over all the real-world driving conditions. The results of the queries of the CSC will be forwarded to the CCU, which makes driving policies accordingly and control the automobiles. Most of the CSC_((a,b,c,d, . . . )n) will reach benign results that need not affect the CCU. But even if only a small portions of the CSC_((a,b,c,d, . . . )n) reach results that affect autonomous driving controls, it can improve safety and other driving aspects.

The processors herein are associated with specific sensors. All the sensors have their own dedicated processors. They can be digital graphics processors, image processors with pattern recognition capabilities, voice processors with voice recognition capabilities, application specific instruction set processors, or just applications embedded in other processors. The level of sophistication of the processors needed depends on their processing tasks. Additional processors may be added to manage information from automobiles, such as ABS activation, traction control (TCS), airbag deployment, speed . . . etc. The sensors/processors may share common substrates or integrated circuit boards, taking advantage of the portable controller disclosed herein which integrates all hardware and software together. The processors will be integrated and be made compact.

The queries are programmed in the processors. The queries address specific driving conditions, such as pedestrian protection, icy road conditions, rollover prevention . . . etc. There are many more driving conditions can be comprehended with certain criteria, which will be continuously developed. The CSC methodology disclosed herein provides a framework for such development process. Each query will lead to a particularly CSC element, denoted as CSC_((a,b,c,d, . . . )n), which will output a specific driving condition. Many of the CSCs may reach benign results that need not affect driving policies determined based on LIDARs and/or cameras. But there will be cases that the CSC will find risks or mistakes that the main autonomous driving sensors, such as LIDARs and/or cameras, may overlook or misidentify. This is simply because other sensors are based on different physics, which can be much more accurate and reliable than LIDARs and/or cameras in particular situations. Besides, other sensors can detect information that LIDARs and/or cameras could not, such as temperature, infrared, acceleration, inclination angles, air content . . . etc which should all be part of autonomous driving controls.

The basic sensing instruments could still be the LIDARs and/or cameras, which can provide precise location and dimension of objects along with recognizing variety of roads and lanes. It can be used to determine driving control policies by the CCU. LIDARs and/or cameras can initiate queries to other sensors/processors as well. For instance, when curved roads are detected, they may query gyroscopes and motion sensors (accelerometers) for status of lateral inclination angle and lateral acceleration in order for the CCU to control the lateral stabilities of automobiles driving towards the upcoming curved roads. In another word, the main sensing instruments, LIDARs and/or cameras, can initiate CSCs, instead of relying on own sensing capabilities alone.

The CSC approach may be analogous to human driving behavior, which combines vision, hearing, temperature sensing, smelling, touching (vibration or acceleration) . . . . As an analogy, when human eras hear sound, their eyes will look into the direction of sound subconsciously, without engaging brain conscious thinking. In this case, the ears and eyes are sensing together like a CSC. The combined information obtained by eyes and ears will then become integrated information that engages the brain thinking and reaction. So the brain is working like the CCU in higher hierarchy. It should be noted that not all the sensors/processors are monitored or controlled by the CCU at all the time. The approach of CSC reliefs the computational demand to the CCU, which is at a higher hierarchy. Furthermore, the sensors could exceed sensibility of human, such as infrared, RADAR and ultrasonic echoes, oxygen content, altitude, or even air quality (PM2.5) . . . etc. Jointly, the additional sensors can make the computerized control or autonomous driving system disclosed herein safer. It adapts human driving behavior, which use all human senses, not just their eyes. It further goes beyond the capabilities of human sensibility, thus, can make the computerized control or autonomous driving system disclosed herein better than human driving. The additional sensors are typically mature technologies and are low in cost, comparing with LIDARs and cameras. However, they could make the computerized control or autonomous driving system disclosed herein much more robust and safer in varieties of driving conditions. It may be noted that LIDARs and cameras are only mimicking human vision in an incomplete way. They can be accurate in certain aspect, such as distance and dimension measurement. But they can miss or misidentify objects some time. The supplement of other sensors would not only improve the vision reliability, but would also include all other human sensing capabilities and beyond, far better than depending on cameras and/or LIDARs alone. Such compound sensor clustering approach, or the CSC, will make the computerized control or autonomous driving system disclosed herein much more robust and reliable.

The embodiment of the design of the data links (241 . . . in FIG. 2) disclosed herein is wireless telecommunication for any other data that could not be obtained on-board. Such data shall include real-time traffic and map information; and information from other automobiles that are in the vicinity of the automobiles being controlled; and information from infrastructures.

The embodiment of the design of the global positioning system (GPS 250 in FIG. 2) disclosed herein is to serve the function of identifying the location of the portable controller (200 in FIG. 2). Such function could also be performed by systems other than GPS that serve the same function.

The embodiment of the design of the data storages (221 . . . in FIG. 2) disclosed herein comprise one or more physical data storage devices that serve the CCU (230 in FIG. 2), as well as other subsystems, such as the compound sensor clustering (CSC) (201 . . ., 211 . . . in FIG. 2), and data links (241 . . . in FIG. 2), and the GPS (250 in FIG. 2), for their temporary and/or permanent data storage.

The embodiment of the design of the central control unit (CCU 230 in FIG. 2) disclosed herein integrates all the information necessary for the computerized control or autonomous driving, which comprise, but not limited to: the self-obtained information from the compound sensor clustering CSC (201 . . . ; 211 . . . in FIG. 2), which include input from LIDARs and/or cameras; and infrastructure obtained information from data links which include, but not limited to, maps, real time traffics, V2V, V2X (241 . . . in FIG. 2); and position information, which can come from GPS (250 in FIG. 2); and drivers instruction through the user interface (260 in FIG. 2). The CCU uses all the inputs and employs its internal algorithms to reach driving policies and commands, and control the automobiles via the communication ports (100 in FIG. 1). Such control algorithms shall cover all real-world driving situations, which can comprise, but not limited to: driving on highways; and/or driving on city roads; and/or driving on country roads; and/or driving on mountain terrains roads; and/or driving in suburban communities; and/or driving in parking lots; and/or entering and exiting highways; and/or driving through cross sections following instructions of traffic lights or road signs; and/or evasive maneuvering, and/or collision avoidance; and/or pedestrians avoidance and protection; and/or lane centering and lane changing; and/or adaptive cruise control; and/or alerting automobiles in vicinities when turning, or making evasive maneuvering, or stopping; and/or yielding to authority and public service automobiles; and/or detection and adaptation to severe weather condition; and/or adapting status information of the automobiles being controlled . . . etc. Many of the real-world driving situations are being assisted by the CSCs (201 . . . , 211 . . . in FIG. 2). Cameras and/or LIDARs alone could not accomplish all the driving tasks.

The embodiment of the design of the CCU (230 in FIG. 2) disclosed herein is at a higher hierarchy and receives input from the compound sensor clustering (201 . . . , 211 . . . in FIG. 2). When a CSC is initiated, CSC_((a,b,c,d, . . . )n), the CCU (230 in FIG. 2) may be notified, which will take specific action to address the driving conditions detected and confirmed by the CSC_((a,b,c,d, . . . )n), unless the result of which is benign. Such clustering is initiated at sensors/processors level, which query and verify with each other for relevant categories of driving information. The CCU receives categorized data input that has been verified at the CSC level. The CCU is at a high hierarchy of policy making. If there is conflict of finding within the sensors/processors of a particular CSC_((a,b,c,d,. . . )n), the CCU should have algorithms to make driving policy decisions based on safety as the priority. For example, if thermal imaging cameras or passive infrared sensors confirm finding of potential pedestrian with ultrasonic sensors and/or RADARs, while LIDARs and/or cameras do not, the CCU should make driving policy to avoid potential collision with pedestrians, be it an emergency stop or an evasive maneuvering.

The embodiment of the design of the CCU disclosed herein integrates feedback parameters (121 . . . in FIG. 1), such as, but not limited to: ABS activation, TCS (traction control), airbag deployment, speed . . . etc. The feedback is treated as general meaning of sensors, which could initiate queries and form CSCs with other sensors/processors. Additional processors for the feedback parameters may be added. They can also be direct input to the CCU for its driving policy making, such as slowing down when TCS is activated.

The embodiment of the design of the CCU disclosed herein integrates status parameters of the automobiles, such as, but not limited to: fuel level, battery charge, tire pressure, engine oil level, coolant temperature, windshield washer level etc (131 . . . in FIG. 1), and incorporate them into driving policies, such as, but not limited to: optimizing refueling routes based on fuel level of the automobiles and the routes instructed by the drivers; and/or recommending recharging for electrical automobiles and PHEVs if the CCU determines insufficient charge for the routes instructed by the drivers; and/or alerting drivers or stop automobiles when CCU receiving abnormal parameters such as engine coolant low, or temperature high, or tire pressure low etc.

The embodiment of the user interfaces (260 in FIG. 2) disclosed herein serves the functions of interacting between the drivers and the portable controllers (200 in FIG. 2). The user interfaces shall be connected with the portable controllers at all the time, by means of Wifi or Bluetooth, or any other wireless connection methods. The connection could also be wired, if the mounting fixtures (160 in FIG. 1) have wired connection option, so that the user interfaces can be connected with the portable controllers (200 in FIG. 2) via CAN Bus in the automobiles. Dual approaches, that are, both wireless and wired connections, could be considered for safety redundancies. Such connection methods and options shall be standardized across automotive industries via SAE and/or its international equivalents. The communication between the drivers and the user interfaces (260 in FIG. 2) comprises the following forms: visual display and touch screen input; sound broadcast and voice input (speakers and microphones); vibrations etc . . . As stated in the requirement of the mounting fixtures (160 in FIG. 1), the location of the user interfaces (260 in FIG. 2) shall be in the interior of the automobiles, and within the reach of the drivers in the automobiles, and within the sight of the drivers in the automobiles, and within the hearing range of the drivers in the automobiles, and within the range of the microphone on the user interface to pick up the voice of the drivers, so that the drivers can operate the portable controllers (200 in FIG. 2) via the user interface.

An alternative design for the user interface (260 in FIG. 2) would be integrating the interfacing functions into the instrument panel or the center console displays of automobiles that adapt the communication ports (100 in FIG. 1). Such integration should meet all the standard requirement of the user interface (260 in FIG. 2), so that it could communicate with the universal autonomous driving portable controllers (200 in FIG. 2) reliably. In such an alternative, the user interface (260 in FIG. 2) becomes part of the communication port (100 in FIG. 2).

Although it is possible to use cell phone applications to accomplish the user interface functions, it is preferred to have the user interface hardware be firmly mounted in the interiors of automobiles, or be built-in on to the center consoles or instrument panels of automobiles, to assure that the drivers could access the user interfaces at all the time. Cell phone may be dropped off or be misplaced, which is not preferable as a safety precaution.

The embodiment of the design of the portable controller (200 in FIG. 2) disclosed herein is intended for fully computerized control or autonomous driving of automobiles. However, the implementation can be divided to various stages, depending on the maturity of control algorithms, and/or the availabilities of various sensors and processors, and/or the cost reduction, and/or the infrastructures (V2V, V2X) development, and/or the acceptance of consumers and the market, and/or the implementation and enforcement of traffic laws and regulations relevant to autonomous driving, etc. The function of the portable controller (200 in FIG. 2) can be gradually implemented and increased, for various level of autonomous driving defined by NHTSA.

The embodiment of the design of the portable controller (200 in FIG. 2) disclosed herein interacts with the buffer memory controller (BMC 140 in FIG. 1) in the communication port (100 in FIG. 1). The Central Control Unit (CCU 230 in FIG. 2) in the portable controller constantly stream control data to the BMC (140 in FIG. 1) with emergency driving instruction to make emergency stops according to the instantaneous driving condition in the vicinity of the automobiles. In the case of loss connection with the portable controller due to accidents or other failure conditions, the BMC will act as an instantaneous driving control unit for a duration that is sufficient to make safe stops of the automobiles, if the drivers could not take over the driving or become incapacitated. This function is a fail-safe design of additional safety of the computerized control or autonomous driving system disclosed herein.

The partitioning of the portable controllers (200 in FIG. 2) can take various forms. Although a single unit of portable controller may be simple to develop, there may be other constraints. Such constraints may come from the requirement of sensors which would better function when they are spread out instead of being concentrated. Other constraints may come from styling of automobiles which prefer hiding away the portable controllers. Following examples demonstrate some of the potential partitioning:

Example 1

A single unit of a portable controller is designed to be placed on roof top of an automobile. Correspondingly, the communication ports (100 in FIG. 1) should be standardized for the approximate location (171 . . . in FIG. 1), the connection methods (151 . . . in FIG. 1), and the fittings (181 . . . in FIG. 1), such that the single unit potable controllers can be interchangeable from automobiles to automobiles.

Example 2

A set of twin portable controllers are placed at the locations of OSRV (outside rear view mirrors). In such design, the twin portable controllers are plugged-in at the place of OSRVs. The design could hide away the presence of the portable controllers. Further the left and right twin portable controllers are spread out at the widest span of an automobiles, it may allow some of the sensors, such as the cameras, to better detect distance perceptions. The location of OSRVs is also convenient for users to plug-in or to remove the twin portable controllers. The connection methods and the anchorages have been specified in the description of communication ports earlier. A design of digital OSRVs is derived from such application, also specified in the description of communication ports. The twin portable controllers are connected to each other via the CAN Bus in the communication ports for their internal communication. Such design can be standardized through SAE or its international equivalents.

Example 3

A set of quadruple portable controllers are inserted to the front and rear fascias. The four communication ports are to be placed approximately at four outer corners of automobiles. Four inserts are made as the communication ports (100 in FIG. 1), as detailed in the description of communication ports. The internal communication between the four portable controllers would be through the CAN Bus in the communication ports. Such design can be standardized through SAE or its international equivalents. There are pros and cons to the design. It is advantages for the sensors to be at the outer corners of automobiles for broader detection coverage. The design also hides away the four portable controllers well. However, the positions of fascias are low, prone to dust accumulation, which may impair the sensor's ability to sense. Additionally, they are in the crash zone for which the repair cost would be high in case of collisions. An alternative of this design is to integrate the quadruple portable controllers with the front and rear lamps as part of assemblies (POAs). The POAs serve the dual function of portable controllers and the lamps. They can share the same connectors and wire harness so that the lamps and POAs could interchange. Such alternative design would hide away the portable controllers well. However, it makes the external geometries of the portable controllers unique to models of automobiles, since that the styling of front and rear lamps are usually unique from automobiles to automobiles. This may make the quadruple portables design be factory-installed options or after market service items.

The embodiment of the design of the portable controllers (200 in FIG. 2) disclosed herein are standalone devices that can be manufactured as consumer electronics in mass production, since that they are integrated and can be made compact. Such advantages do not exist when the individual components (sensors, processors, central control unit, data storage, data links, GPS . . . ) are packaged into various parts of automobiles. 

What is claimed is: 1: A system of computerized control or autonomous driving for automobiles driving at various locations, comprising: one or more common electronic communication ports of autonomous driving (100 in FIG. 1), or simply communication ports, that are built-in on each of the plurality of automobiles; and one or more universal autonomous driving portable controllers (200 in FIG. 2), or simply portable controllers, that can be attached to the said plurality of automobiles via the communication ports (100 in FIG. 1) to accomplish the computerized control or autonomous driving. 2: The design of the communication ports (100 in FIG. 1) dedicated for the computerized control or autonomous driving in the system claim 1, comprises functions of providing electronic communications between the automobiles, on which the communication ports are built-in, and the portable controllers (200 in FIG. 2) in the system claim 1, which are universal autonomous driving portable controllers, to implement the computerized control or autonomous driving for the plurality of the automobiles. The said design of the communication ports (100 in FIG. 1) comprises: reliable high speed control area network systems, such as CAN Bus, for the communication of the primary driving control parameters, or Electronic Control Units (ECUs), such as, but not limited to: steering, braking, and acceleration etc. (101 . . . in FIG. 1); and control area network systems for the communication of the secondary driving control parameters, or Electronic Control Units (ECUs), such as, but not limited to: turn signals, brake lights, emergency lights, head and tail lamps, fog lamps, windshield wipers, defrosters, defogs, window regulators, door locks etc. (111 . . . in FIG. 1); and control area network systems for the communication of feedback parameters such as, but not limited to: velocity, acceleration, ABS activation, airbag deployment, traction control activation etc. (121 . . . in FIG. 1); and control area network systems for the communication of status parameters, such as, but not limited to: fuel level, battery charge, tire pressure, engine oil level, coolant temperature, windshield washer level etc. (131 . . . in FIG. 1); and a buffer memory controller (BMC 140 in FIG. 1) that provides emergency control instruction for emergency stops of the automobiles, in the event of loss connection with the portable controller (200 in FIG. 1) due to accidents or other failure conductions; and methods of connecting the portable controller (200 in FIG. 1), which can take various methods (151 . . . in FIG. 1) such as, but not limited to: wired pin connection, and/or wireless connection, and/or combinations of wired pin and wireless connections thereof; and physical mounting of the portable controllers (200 in FIG. 1) which can be at various of locations (171 . . . in FIG. 1) and take various of forms (181 . . . in FIG. 1); and a mounting point (160 in FIG. 1) to support the user interface (260 in FIG. 1) which is used for drivers to provide driving instructions to the portable controllers (200 in FIG. 1) and to receive feedback from the portable controllers (200 in FIG. 1). The mounting location of the user interface (260 in FIG. 1) should be in interior of automobiles, and be within the reach of the drivers of the automobiles, and be within the sight of the drivers of the automobiles, and be within the hearing range of the drivers of the automobiles, and be within the range for the microphone in user interface (260 in FIG. 1) to pick up voice of the drivers. Alternatively, the function of the user interface could be integrated into the instrumental panels or center consoles of the automobiles. In that case, the interface (260 in FIG. 1) becomes part of the communication port (100 in FIG. 1). There is no need of the mounting point (160 in FIG. 1) thereafter. 3: The design of the buffer memory controller (BMC 140 in FIG. 1) in the claim 2 comprises: a buffer memory and a control processor, and any other associated hardware and/or software. The BMC stores streamed control commands generated by the CCU (230 in FIG. 2) of the portable controller (200 in FIG. 2) in the system claim
 1. The said BMC (140 in FIG. 1) executes the memorized commands, only in emergency condition of loss connection with the portable controller (200 in FIG. 2) due to accidents or other failure conditions. The BMC has built-in function to detect such loss of connection and take over the emergency driving. The said streamed control commands are for emergency operation in a short duration that is sufficient to stop the automobiles safely. The duration may be measured in seconds. The actual duration will be calibrated based on the characteristics of the automobiles that the communication ports (100 in FIG. 1) are built in, depending on the automobiles' mass, dimension, dynamic characteristics, tire characteristics, and ABS brakes etc. The memory of BMC is constantly updated with the instantaneous road information, together with the driving instructions generated by the CCU (230 in FIG. 2). The design of BMC is a redundant safety backup, and is not activated normally, unless when loss connection with the portable controller (200 in FIG. 2) due to accidents or in other failure conditions, and that the drivers of the automobiles could not take over driving or become incapacitated. The design of the BMC (140 in FIG. 1) is a fail-safe feature of additional safety of the computerized control or autonomous driving system disclosed herein. 4: The design of the methods of connecting the portable controller (151 . . . in FIG. 1) in the claim 2 comprise various forms, such as, but not limited to: wired multiple-pins connections, and/or wireless connection by means of Wifi and/or Bluetooth, and/or other wireless transmission methods, and/or combinations of the wired multiple-pins connectors and wireless transmissions thereof. The implementation of the methods of connecting the portable controllers shall be based on the prioritization of the criticality of the communication parameters, in relation to the reliability, cost, and manufacturability in the implementation of communication methods. They can be wired, wireless, or combinations of wired and wireless thereof. 5: The design of the location of the interface of the communication ports (100 in FIG. 1), for interfacing with the portable controllers (200 in FIG. 1) in the system claim 2 can comprise various of locations (171 . . . in FIG. 1), which can be, but not limited to: a single port at a single location on top of automobiles, if the portable controller is a single unit; or multiple ports at various locations on automobiles if the portable controllers are so partitioned. The locations should be suitable for the sensors to function appropriately. 6: The designs of the communication ports (100 in FIG. 1) for the portable controllers (200 in FIG. 2) in the system claim 1 comprise fittings that fit the portable controllers (200 in FIG. 2) on to the communication ports (100 in FIG. 1), which can take various of forms (181 . . . in FIG. 1) , such as, but not limited to: one or more fasteners, include latches or locks, for the portable controllers (200 in FIG. 1) to be anchored on the automobiles; and/or surfaces for suction cup anchorages that the portable controllers (200 in FIG. 1) can be anchored on the automobiles; and/or electrically magnetized surfaces for powered magnetic anchorages that the portable controllers (200 in FIG. 1) can be anchored on the automobiles; and/or any other feasible anchorage methods or combination of the methods thereof. 7: In addition to the designs of general port locations and anchorages in the claim 5 and the claim 6, specific designs of the communication ports are claimed as follow: Design 1: A single communication port on top of roof of automobiles is designed for a single unit of portable controller, using the connecting methods as in the claim 4, and the anchorage methods as in the claim
 6. Design 2: A pair of twin communication ports is designed for a pair of twin portable controllers to be installed at the locations of the OSRVs (outside rearview mirrors). In such twin communication ports approach, both original OSRVs and the twin portable controllers share the same wired pin connectors (151 . . . in FIG. 1) and anchored by the fasteners or powered magnetic (181 . . . in FIG. 1). The twin portable controllers will also perform digital OSRV function, with the design claimed in the following claim
 8. Design 3: A set of quadruple of four communication ports is designed as inserts, located near the four outer corners of automobiles. They can be on front and rear fascias. Four portable controllers are to be plugged-in into these four locations. Wired pin connectors (151 . . . in FIG. 1) and fasteners (181 . . . in FIG. 1) are used for the connections and anchorages. Alternatively, the four portable controllers can be made as part of assemblies (POAs) of front and rear lamps. In such approach common connectors and anchorages are shared between the base front and rear lamps and the quadruple portable controllers that are made as POAs of front and rear lamps. Since the front and rear lamps typically have unique styling for different models of automobiles, the quadruple portable controllers as POAs of front and rear lamps will no-long be common, although their cores of computerized control or autonomous driving hardware and software could still be common. The design of the quadruple four portable controllers as part of assemblies (POAs) of front and rear lamps is claimed in the following claim
 9. 8: The design of digital OSRV (outside review mirror) derived from the Design 2 of claim 7 is claimed herein. In order to plug-in the twin portable controllers to the twin communication ports at the locations of OSRVs, as claimed in the Design 2 of claim 7, the twin communication ports are to be designed to share common wired connectors and fasteners for both the base OSRVs and the twin portable controllers that include digital OSRV functions. In such design, the base OSRVs can be made as digital OSRVs as well. The design of digital OSRV disclosed herein comprises: digital cameras towards the rear of automobiles; LED displays or equivalent; digital adjuster which can adjust view angles; digital adjuster for zoom and wide angle views; adjustment for display brightness according to ambient brightness; function to warn drivers for passing vehicles in the blind zones etc. The function of digital OSRV disclosed herein can exceed the function of conventional OSRVs. Further, it does not need moving parts such as the movable optical mirrors and motorized adjusters in conventional OSRVs. The digital OSRV design claimed herein can be a standalone application for conventional automobiles, or be part of the twin portable controllers that are plugged-in to the twin common ports in the claim 7 for autonomous driving. 9: The design of a set of quadruple of four portable controllers as part of assemblies of front and rear lamps, as derived from the communication port design claimed in the Deign 3 of claim 7, is claimed herein. In such design, the four portable controllers are made as part of assemblies (POAs) of front and rear lamps. Such POAs have dual functions of portable controllers and conventional lamps. They share common wired connectors and anchorages. Automobiles equipped with such communication ports could be used for computerized control or autonomous driving disclosed herein, when conventional front and rear lamps are swapped by the special POAs that have dual functions of portable controllers and lamps. Since the styling of front and rear lamps are often unique for different models of automobiles, the external geometry of the quadruple portable controllers may be custom-made to adapt the unique geometry, although the cores of the hardware and software in the portable controllers disclosed herein could still be common. Such application may become automotive factory-installed custom options or aftermarket services, for which the design and manufacturing rights are claimed herein. 10: The design of the communication ports (100 in FIG. 1) in the system claim 1 is to be standardized across automotive manufacturing industries, such that, the portable controllers (200 in FIG. 2), would also be standardized for their connecting methods (151 . . . in FIG. 1) and structural fittings (181 . . . in FIG. 1) accordingly. Therefore, the portable controllers (200 in FIG. 2), with standardized communication protocols and structural fittings, can be readily plugged-in to any of the plurality of the automobiles that adapted the design of the communication ports. Such standardization shall include the electronic communication methods (151 . . . in FIG. 1), and port anchorage methods (181 . . . in FIG. 1), and the mounting locations (171 . . . in FIG. 1) for the portable controller (200 in FIG. 2), as well as the mounting fixtures (160 in FIG. 1) for the user interface (260 in FIG. 2). Such standardization may be implemented through SAE, and/or its international equivalents. The method of standardization is claimed herein. Exceptions may occur, such as the design of POAs that integrate the four portable controllers with the front and rear lamps, as in the claim 9 above, in which the external geometry of the portable controller as POAs of front and rear lamps become unique. However, the majority of the design of the computerized control or autonomous driving system disclosed herein can still be common and be standardized. Such unique applications derived from the computerized control or autonomous driving system disclosed herein are claimed as part of the system, as claimed in the claim 9 above. 11: The design of the universal autonomous driving portable controllers (200 in FIG. 2) in the system claim 1, or simply the portable controllers, comprises: a plurality of sensors (201 . . . in FIG. 2); and a plurality of processors (211 . . . in FIG. 2); and a plurality of local memory storages (221 . . . in FIG. 2); and a central control unit (CCU 230 in FIG. 2); and a plurality of communication links (241 . . . in FIG. 2) to send and/or receive data; and a global positioning system (GPS) (250 in FIG. 2); and a user interface (260 in FIG. 2) for drivers to provide instructions of driving, such as, destinations, to the portable controller (200 in FIG. 2), and to receive feedback from the portable controller (200 in FIG. 2), be it in the forms of sound, and/or screen display, and/or vibration, and/or their combinations thereof. An alternative design of the user interface (260 in FIG. 2) claimed herein, is to integrate its functions into the instrument panels or center consoles of automobiles that adapt the communication ports (100 in FIG. 1). In such design, the user interface (260 in FIG. 2) becomes part of the communication port (100 in FIG. 1) integrated in the automobiles. The design of the portable controllers (200 in FIG. 2) also comprises common connecting methods, mounting locations, and structural fittings that match with that of the communication ports (100 in FIG. 1). The portable controller can be as a single unit. It can also be made as multiple units that are placed in various locations on automobiles, to optimize the utilization sensors, and to make it convenient to plug-in and remove the portable controllers, and to hide-away the portable controllers, and to reduce the cost . . . etc. Some of the possible partitions are claimed in the claim
 7. 12: The sensors (201 . . . in FIG. 2) in the portable controllers (200 in FIG. 2) in the claim 11 may comprise any sensors that can detect information for the purpose of the computerized control or autonomous driving system disclosed herein. It shall not be limited to object and/or image sensors that are used in the current development of autonomous driving, such as the LIDARs and/or cameras. The sensors may comprise, but not limited to: one or more digital color cameras; and one or more light detection and ranging sensors (LIDARs); and one or more ultrasonic sensors; and one or more radio detection and ranging sensors (RADARs); and one or more thermal imaging cameras or passive infrared sensors; and one or more motion sensors (accelerometers in three dimensions); and one or more gyroscopes; and one or more physical-chemical sensors that detect air contents; and one or more sound sensors that can detect human languages and/or warning device sound such a siren; and one or more water sensors detecting rain and intensity; and one or more temperature sensors detecting temperature at the vicinity of the automobiles; and so on . . . . The sensors herein shall include any sensors that can detect information which could be analyzed and be incorporated in the computerized control or autonomous driving system disclosed herein, and be physically integrated in the portable controller (200 in FIG. 2). 13: The processors (211 . . . in FIG. 2) in the portable controllers (200 in FIG. 2) in the claim 11 comprise, but not limited to: one or more processors for the digital color cameras; and one or more processors for the light detection and ranging sensors (LIDARs); and one or more processors for the ultrasonic sensors; and one or more processors for the radio detection and ranging sensors (RADARs); and one or more processors for the thermal imaging cameras or passive infrared sensors; and one or more processors for the motion sensors (accelerometers in three dimensions); and one or more processors for the gyroscopes; and one or more processors for the physical-chemical sensors; and one or more processors for the sound sensors; and one or more processors for the water sensors; and one or more processors for the temperature sensors; and so on . . . . The processors herein shall include any processors that are used in conjunction with the sensors stated in the claim
 12. The processors herein are associated with specific sensors. They can be digital graphics processors, image processors with pattern recognition capabilities, voice processors with voice recognition capabilities, application specific instruction set processors, or just applications embedded in other processors, depending on their processing tasks. They can be programmed with instructions, such as the queries and criteria specified in the detailed description. They can be programmed so that the queries will address specific driving conditions when pre-defined criteria are triggered. Such driving conditions may include, but not limited to: pedestrian protection, icy road conditions, rollover prevention . . . etc. Extra processors may be added to manage information from automobiles, such as ABS activation, traction control (TCS), airbag deployment, speed . . . etc. 14: The method of compound sensor clustering, or CSC disclosed herein, comprise: varieties of sensors disclosed in the claim 12, and associated processors disclosed in the claim
 13. Further, the processors are designed to have internal algorithms to cross-check or to query other sensors' associated processors to verify relevant driving condition information in a dynamic way. There are real-world driving conditions that could only be determined by more than one type of sensors. Such a cross-checking or querying between the processors of different sensors are made feasible by the computerized control or autonomous driving system disclosed herein, since the processors are to be built on common substrates and/or integrated circuit boards in the portable controller disclosed in the claim
 11. The compound sensor clustering method, or CSC, employs a principle that sensors with different physics of sensing are to be grouped dynamically to cross-check and to confirm accuracy of detection of certain driving conditions. Each of the sensors/processors could initiate queries when they sense information within their physics capabilities. The queries are initiated to identify and confirm particularly driving conditions based on pre-preprogrammed triggering criteria. Each of the sensors/processors can start more than one query, if more than one criterion for the particular sensor/processor is pre-programmed. When the queries and criteria are appropriately pre-programmed, all the sensors/processors can self-organize to address particular driving conditions encountered in the real-world driving. With such self-organizing CSC approach, the CCU (230 in FIG. 2) will be relieved from the computation tasks of monitoring and integrating all the sensors and processors. The CCU will be forwarded with the results of the queries, which can be integrated into the computerized control or autonomous driving. The method of compound sensor clustering, or CSC disclosed herein, has applications that can cover all categories of driving conditions. Each sensor/processor can be pre-programmed with a set of queries to cross-check with other sensors/processors. The queries can be initiated when pre-defined criteria for the queries are triggered. The criterion of sensor “A” can be expressed as A₁, A₂, A₃ . . . ; while sensors “B”, “C”, and “D” can have their criteria of B₁, B₂, B₃ . . . , C₁, C₂ C₃ . . . , and D₁, D₂ D₃ . . . , so on and so forth. Each sensor/process can have a single triggering criterion or multiple triggering criteria. Each sensor/processor could query either a single sensor/processor or a multiple of sensors/processors for a specific driving condition. The query could also be sequential, such that when B is queried by A, it can joint with sensor A to query sensor C, depend on the nature of the driving task involved. Each sensor/processor could be programmed to have more than one query, and each query can be initiated independently when a relevant criterion is triggered. All the sensors/processors are working independently, and can start multiple queries that may be independent from each others. The design of the portable controllers in the claim 11 is intended to include any sensors and their associated processors that can detect information for computerized control or autonomous driving. Further, the feedback parameters from automotives could also act as extended sensors and be part of the CSC. Additional processors may be designed process the feedback parameters as if they are sensors. For example, a criterion may be set in a processor for ABS activation feedback, which could initiate queries to other sensors/processors for potential icy road conditions, which would include water sensors, temperature sensors, and camera images. The combinations of the queries can mutate to very large multiple dimensional matrixes, which can eventually cover all the real world driving conditions. Each element of the possible compound sensor clustering, or CSC, may be expressed as CSC_((a,b,c,d, . . . . )n), where “a,b,c,d . . . ” denote the queried sensors/processors, and “n” is the total number of sensors/processors in the portable controller, plus the number of feedback parameters from automotives. The possible combination of the queries can form “n” dimensional matrices. The number of CSC_((a,b,c,d, . . . )n) can easily mutate to thousands, which could cover all real-world driving situations. When the query criteria are set appropriately, the sensors/processors can virtually self-organizing to form CSCs to address any real-world driving conditions. In real-world applications, each of the sensors/processors will be set to query relevant sensors/processors only. Therefore, the above mentioned “n” dimensional matrix will not be fully populated. But the number of CSC_((a,b,c,d, . . . )n) will still be sufficiently large to cover all the real world driving situations. Each of the sensors/processors is working independently. The queries are only trigged when a sensor has detected its sensing object and pre-programmed criteria are met. When a query is started, the CCU will be noted, which will expect a result from the particular CSC_((a,b,c,d, . . . )n). The results may or may not affect CCU in determining its driving controls, depending on the results of the queries. Some may affect driving controls while others could be benign. Priorities are always given to safety related results, be it pedestrians protection, roll-over prevention, driving on icy roads . . . etc. The CCU is at a higher hierarchy, while the CSCs are self-organizing to reach conclusions that could be used by the CCU, thus, the CCU would be relieved from the massive computational tasks. The basic sensing instruments could still be the LIDARs and cameras, which can be used to determine driving control policies. Many other sensors with different physics can be added to assist LIDARs and cameras to assure that they do not miss or misidentify any objects and/or images that are crucial for autonomous driving and safety. The additional sensors can provide information beyond that the LIDARs and/cameras could detect. The additional information could be crucial to autonomous driving control. Much like human driving, while eyes focus on the road, other senses are constantly participating in the driving controls, such as hearing (noise, horn, siren . . . ), feeling (acceleration, lateral inclination, vibrations . . . ), smelling (burning, smoking . . . ) . . . etc. 15: The partial implementation of the portable controllers (200 in FIG. 2) is also claimed herein. The universal autonomous driving portable controllers (200 in FIG. 2) in the system claim 1, or simply the portable controllers, are intended for fully computerized control or autonomous driving of automobiles. The implementation of the technology can be incremental to have various level or stages, from partial driver assistance, to fully computerized control or autonomous driving. 16: The back-up safety mechanism of interacting with the buffer memory controller (BMC 140 in FIG. 1) in the claim 3 is claimed herein. The Central Control Unit (CCU 230 in FIG. 2) in the portable controller (200 in FIG. 2) constantly feeds the BMC (140 in FIG. 1) with streamed data of the instantaneous driving condition in the vicinity of the automobiles, and feed the BMC (140 in FIG. 1) with the associated driving instruction to make emergency stops according to the instantaneous driving condition. In the case of loss connection with the portable controller (200 in FIG. 2) due to accidents or other failure conditions, the BMC (140 in FIG. 1) will act as an instantaneous driving control unit for a duration that is sufficient to make safe stops for the automobiles, if the drivers could not take over the driving or become incapacitated. This method is a fail-safe design of the computerized control or autonomous driving system disclosed in claim
 1. It depends on the CCU (230 in FIG. 2) in the portable controller (200 in FIG. 2) to constantly stream data to the BMC. 17: The manufacturing rights of the electronic communication port of autonomous driving (100 in FIG. 1) in the system claim 1, or simply the communication port, are claimed herein. Communication ports (100 in FIG. 1) enable automobiles be computerized control or autonomous driving ready, without costly implementation of hardware and software associated with the autonomous driving technology. 18: The manufacturing rights of the portable controllers (200 in FIG. 2) in the system claim 1 as standalone apparatuses that control automobiles are claimed herein. The portable controllers (200 in FIG. 2) can be mass produced as consumer electronics since they are integrated and compact. Such advantages do not exist when the components (sensors, processors, central control unit, data storage, GPS . . . ) are scattered in various parts of the automobiles. 19: It is claimed herein, the alternative usages of the portable controllers (200 in FIG. 2) as an option of automobiles, which include the forms of factory-installed standard equipments, and/or customer selected options, and/or aftermarket add-on items. 